CN116218066A - 一种甲板用耐磨防滑抗冲击材料、制备方法及板材 - Google Patents
一种甲板用耐磨防滑抗冲击材料、制备方法及板材 Download PDFInfo
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Abstract
本发明提供了一种甲板用耐磨防滑抗冲击材料、制备方法及板材。所述材料由包括以下组分的原料制备而得,各组分按照重量份为:超高分子量聚乙烯粉料100重量份,乙烯基三乙氧基硅烷0.1~2重量份,过氧化二异丙苯0.1~1重量份,无机增强填料20~35重量份,复配阻燃填料20~35重量份,耐磨防滑骨料2~10重量份,颜料2~10重量份。本发明提供的材料应用于船舶重载甲板,能够应对海洋严酷的环境,承载吨位大,阻燃性能好,为船舶建造提供了安全保障。
Description
技术领域
本发明涉及船舶重载甲板防护材料技术领域,进一步地说,是涉及一种甲板用耐磨防滑抗冲击材料、制备方法及板材。
背景技术
海洋环境是最严酷和最大的腐蚀环境,海洋大气高湿、高盐、强日照辐射,使船舶涂层材料快速老化,失去防护作用,进一步引起金属基材腐蚀,降低结构强度,缩短设施服役寿命。其中,承载履带车辆和重型舟艇的船舶舱内甲板,不仅面临极苛刻的海洋腐蚀环境,还面临装载车辆设备带来的频繁冲击和碾压,普通的环氧、醇酸等防腐涂层在短时间的碾压后就会出现漆膜的开裂、粉碎、与基材剥离等现象,露出金属钢板,发生大面积锈蚀和凹陷变形。每次经过装载后都要重新进行涂装,后期维护工序繁琐,维修成本高。
近年来,一类特种抗碾压耐磨涂层研制成功并广泛应用于船舶重载甲板,取得了良好的抗碾压耐磨应用效果,提高了船舶装载效率,减少了维修维护费用。但是,随着我国船舶工业的发展,大型船舶舱内承载工况日益恶劣,承载的履带车辆和重型舟艇吨位大幅增加,以往的重载甲板抗碾压耐磨涂层已远不能满足新的承载需求,必须开发新型甲板防护材料,以大幅提升材料抗冲击耐碾压性能,还要针对性解决材料阻燃性能低下的难点,满足船用材料严苛的耐火阻燃性能,保障船舶航行作业安全。同时展望世界船舶工业强国在甲板防护材料领域的发展趋势,目前欧美正陆续研发以超高分子量聚乙烯为主体的复合材料,表面复合金刚砂颗粒,并添加相关无机填料增强耐磨性能,用于车辆设备频繁冲击碾压的甲板区域,已取得一些成功应用案例,但其并未克服聚乙烯材料阻燃性能低下的问题,无法满足船用材料的严苛阻燃标准,且由于无机填料、防滑颗粒与树脂基体相容性差,长期服役易出现颗粒脱落的现象。
因此,开发更好性能的甲板用涂层材料,提高船舶作业效率,是亟待解决的问题。
发明内容
为了解决是现有技术中出现的问题,本发明提供了一种甲板用耐磨防滑抗冲击材料、制备方法及板材,本发明提供的材料应用于船舶重载甲板,能够应对海洋严酷的环境,承载吨位大,阻燃性能好,为船舶建造提供了安全保障。
首先,本发明的目的之一是提供一种甲板用耐磨防滑抗冲击材料。
具体地,所述材料由包括以下组分的原料制备而得,
各组分按重量份数计为:
优选地,各组分按重量份数计为:
本发明以具备优异抗冲击耐磨损性能的超高分子量聚乙烯为基体,配合表面复合耐磨防滑骨料提高摩擦系数,进一步添加无机增强填料提高抗压耐磨性能,复配高效阻燃填料体系实现材料低播焰性能和低烟密度,同时,引入乙烯基三乙氧基硅烷,在过氧化二异丙苯引发下实现超高分子量聚乙烯交联,进一步提高基体与无机增强填料、耐磨骨料的结合力,增强了材料在高冲击下的整体稳定性,有效防止材料疲劳老化与防滑骨料颗粒脱落现象,同时,结合自主研发的高效一体模压成型工艺和机加工后处理,得到的甲板用耐磨防滑抗冲击材料,能够显著改善甲板防护效果,满足大型船舶承载履带车辆和重型舟艇的需求。
优选地,超高分子量聚乙烯粉料的树脂黏均分子量为250~800万,粒径范围≤900μm。
优选地,无机增强填料为氢氧化镁、二硫化钼、二氧化硅和空心玻璃微珠中的一种或组合。
优选地,复配阻燃填料为聚磷酸铵、季戊四醇、三聚氰胺、红磷和膨胀石墨的组合;更优选地,以复配阻燃填料总重为100%计,复配阻燃填料中各物质质量比为:聚磷酸铵10~15wt%,季戊四醇35~45wt%,三聚氰胺15~20wt%,红磷10~15wt%,膨胀石墨10~15wt%。
优选地,耐磨防滑骨料为石英砂、金刚砂和碳化硅颗粒中的一种或组合。
优选地,颜料为高色素炭黑、钛白粉和酞青蓝中的一种或组合。
其次,本发明的目的之二是提供本发明目的之一的所述甲板用耐磨防滑抗冲击材料的制备方法。
具体地,将上述组分按照所需用量混合后制得甲板用耐磨防滑抗冲击材料。
再次,本发明的目的之三是提供一种甲板用耐磨防滑抗冲击板材。
具体地,所述板材由上述耐磨防滑抗击材料制备而成,其中,板材包括板材主体、流水槽、紧固件沉孔和耐磨防滑层,具体地,流水槽设置于板材主体的底部,耐磨防滑层设置于板材的顶部,紧固件沉孔均匀分布于板材主体的表面。
优选地,板材主体的厚度为30~100mm,耐磨防滑层的厚度为2~10mm,流水槽的深度为10~50mm,宽度为10~50mm,紧固件沉孔的密度为3-8个/m2。
最后,本发明的目的之四是提供本发明目的之三的甲板用耐磨防滑抗冲击板材的制备方法。
具体包括以下步骤:
(1)将耐磨防滑骨料平铺于模具底部,再将甲板用耐磨防滑抗冲击材料填充于模具,模压成型后,交联形成板材主体;
其中交联优选置于沸水中交联;
(2)将板材主体加工成预定尺寸后,在板材主体表面进行沉孔加工和板材主体底部进行流水槽加工。
与现有技术相比,本发明的有益效果是:
1、本发明的材料基体采用超高分子量聚乙烯树脂,其本身抗冲击性、耐磨损性和耐介质性极佳,添加的无机增强填料进一步提高材料的抗冲击耐碾压性能,长期服役效果优异。
2、本发明根据超高分子量聚乙烯材料体系的特点,以及针对复配高效阻燃剂的特点,通过组分间协同阻燃功能,有效克服材料阻燃性能低下的缺点,满足船舶作业安全需求。
3、本发明通过合理的防滑耐磨表层设计,有效改善超高分子量聚乙烯板材的摩擦系数,在干湿态下均可为装载的车辆舟艇及人员提供有效的防滑控制,保障装载能力。
4、本发明引入硅烷交联改性超高分子量聚乙烯,提高聚乙烯基体树脂与无机填料、颜料和耐磨防滑骨料的结合力,增强材料在高冲击下的整体稳定性,有效防止材料疲劳老化与防滑骨料颗粒脱落,有效延长了板材的使用寿命,降低维修和使用成本。
5、本发明在板材上进一步设计背面流水槽,满足实际应用工况下及时排水需求,又能够满足承载吨位大的需求,同时达到了材料自身轻量化的效果,更有利于现场的安装和后期的维护。
6、本发明采用高效的模压成型制造工艺,工艺通用性强,参数灵活可调,可满足大规模快速制造需求,且制得的板材结合力强,抗压能力好,阻燃效果佳,有效保障船舶建造过程和实际应用及维护保养的需求。
具体实施方式
下面结合具体实施例对本发明进行具体的描述,有必要在此指出的是以下实施例只用于对本发明的进一步说明,不能理解为对本发明保护范围的限制,本领域技术人员根据本发明内容对本发明做出的一些非本质的改进和调整仍属本发明的保护范围。
以下实施例中使用的原料和试剂等均来自于市售产品。
实施例1
本实例中公开的甲板用耐磨防滑抗冲击板材的制备方法,具体步骤如下:
(1)将100重量份的超高分子量聚乙烯粉料、0.5重量份的乙烯基三乙氧基硅烷、0.1重量份的过氧化二异丙苯、25重量份的氢氧化镁、25重量份的复配阻燃填料、5重量份的高色素炭黑加入到高速混料机中,搅拌速度设置为760rpm,充分混合均匀后过筛备用,将清洗干净的板材模具内均匀涂抹脱模剂,将5重量份的金刚砂平铺于模具底部,再将混合物料填充于模具,模压成型后,再置于沸水中交联,得到板材主体;
其中,超高分子量聚乙烯粉料的树脂黏均分子量为350万,粒径范围≤900μm;复配阻燃填料中各物质配比为:聚磷酸铵15%,季戊四醇35%,三聚氰胺20%,红磷15%,膨胀石墨15%。
(2)将步骤(1)的板材主体固定于数控龙门铣床,将板材主体加工成预定尺寸后,在板材主体表面进行沉孔加工和板材主体底部进行流水槽加工,得到甲板用耐磨防滑抗冲击板材。
上述制备方法得到板材包括:板材主体、流水槽、紧固件沉孔和耐磨防滑层,其中,板材主体为1.2m×1.2m的正方体形状,厚度为70mm;流水槽位于板材主体的底部,为长方体形状,深度为30mm,宽度为35mm;紧固件沉孔均匀分布于板材主体的表面,密度为4个/m2;耐磨防滑层位于板材主体的顶部,厚度为3mm。
对本实施例制造的甲板用耐磨防滑抗冲击板材进行性能测试,其中,根据ASTMD696标准测试耐冲击强度,为1039.3J/m;根据ASTM D621标准测试压缩永久变形,3.5Mpa下永久形变为2.3%;根据GB/T 10006-2001标准测试表面摩擦系数,干态下为0.53,湿态带水下为0.52,湿态带油下为0.52;根据ASTM D570标准测试吸水性,为0.3%;根据ASTM D573标准测试耐化学试剂性能,168h后重量变化为0.43%,尺寸变化为0.037%;根据IMO《2010年国际耐火试验程序应用规则》附件1第5部分测试阻燃性能,满足低播焰要求;根据IMO《2010年国际耐火试验程序应用规则》附件1第2部分测试烟密度和毒性,最大烟气比光密度平均值Dm为208,每一试验状态下烟气浓度不超过限值。以上材料性能测试结果表明,本甲板用耐磨防滑抗冲击材料可以满足大型船舶舱内重载甲板防护需求,并达到船用材料阻燃需求。
实施例2
本实例中公开的甲板用耐磨防滑抗冲击板材的制备方法,具体步骤如下:
(1)将100重量份的超高分子量聚乙烯粉料、0.6重量份的乙烯基三乙氧基硅烷、0.2重量份的过氧化二异丙苯、30重量份的无机增强填料、25重量份的复配阻燃填料、3重量份的钛白粉和5重量份的酞青蓝加入到高速混料机中,搅拌速度设置为760rpm,充分混合均匀后过筛备用,将清洗干净的板材模具内均匀涂抹脱模剂,将4重量份的金刚砂和4重量份的石英砂组合物平铺于模具底部,再将混合物料填充于模具,模压成型后,再置于沸水中交联,得到板材主体;
其中,超高分子量聚乙烯粉料的树脂黏均分子量为500万,粒径范围≤500μm;复配阻燃填料中各物质配比为:聚磷酸铵10%,季戊四醇45%,三聚氰胺15%,红磷15%,膨胀石墨15%;无机增强填料为氢氧化镁、二硫化钼和二氧化硅的组合,且氢氧化镁、二硫化钼和二氧化硅的质量比为4:1:1。
(2)将步骤(1)的板材主体固定于数控龙门铣床,将板材主体加工成预定尺寸后,在板材主体表面进行沉孔加工和板材主体底部进行流水槽加工,得到甲板用耐磨防滑抗冲击板材。
上述制备方法得到板材包括:板材主体、流水槽、紧固件沉孔和耐磨防滑层,其中,板材主体为1.5m×1.0m的长方体形状,厚度为80mm;流水槽位于板材主体的底部,为长方体形状,深度为40mm,宽度为50mm;紧固件沉孔均匀分布于板材主体的表面,密度为4个/m2;耐磨防滑层位于板材主体的顶部,厚度为5mm。
对本实施例制造的甲板用耐磨防滑抗冲击板材进行性能测试,其中,根据ASTMD696标准测试耐冲击强度,为980.2J/m;根据ASTM D621标准测试压缩永久变形,3.5Mpa下永久形变为2.0%;根据GB/T 10006-2001标准测试表面摩擦系数,干态下为0.54,湿态带水下为0.52,湿态带油下为0.53;根据ASTM D570标准测试吸水性,为0.3%;根据ASTM D573标准测试耐化学试剂性能,168h后重量变化为0.26%,尺寸变化为0.013%;根据IMO《2010年国际耐火试验程序应用规则》附件1第5部分测试阻燃性能,满足低播焰要求;根据IMO《2010年国际耐火试验程序应用规则》附件1第2部分测试烟密度和毒性,最大烟气比光密度平均值Dm为169,每一试验状态下烟气浓度不超过限值。以上材料性能测试结果表明,本甲板用耐磨防滑抗冲击材料可以满足大型船舶舱内重载甲板防护需求,并达到船用材料阻燃需求。
实施例3
本实例中公开的甲板用耐磨防滑抗冲击板材的制备方法,具体步骤如下:
(1)将100重量份的超高分子量聚乙烯粉料、1重量份的乙烯基三乙氧基硅烷、0.5重量份的过氧化二异丙苯、25重量份的无机增强填料、28重量份的复配阻燃填料、5重量份的酞青蓝加入到高速混料机中,搅拌速度设置为760rpm,充分混合均匀后过筛备用,将清洗干净的板材模具内均匀涂抹脱模剂,将5重量份的碳化硅平铺于模具底部,再将混合物料填充于模具,模压成型后,再置于沸水中交联,得到板材主体;
其中,超高分子量聚乙烯粉料的树脂黏均分子量为760万,粒径范围≤750μm;复配阻燃填料中各物质配比为:聚磷酸铵15%,季戊四醇45%,三聚氰胺20%,红磷10%,膨胀石墨10%;无机增强填料为氢氧化镁和空心玻璃微珠的组合,且氢氧化镁和空心玻璃微珠的质量比为3.5:1。
(2)将步骤(1)的板材主体固定于数控龙门铣床,将板材主体加工成预定尺寸后,在板材主体表面进行沉孔加工和板材主体底部进行流水槽加工,得到甲板用耐磨防滑抗冲击板材。
上述制备方法得到板材包括:板材主体、流水槽、紧固件沉孔和耐磨防滑层,其中,板材主体为2.0m×2.0m的正方体形状,厚度为80mm;流水槽位于板材主体的底部,为长方体形状,深度为40mm,宽度为40mm;紧固件沉孔均匀分布于板材主体的表面,密度为6个/m2;耐磨防滑层位于板材主体的顶部,厚度为4mm。
对本实施例制造的甲板用耐磨防滑抗冲击板材进行性能测试,其中,根据ASTMD696标准测试耐冲击强度,为1276.9J/m;根据ASTM D621标准测试压缩永久变形,3.5Mpa下永久形变为3.1%;根据GB/T 10006-2001标准测试表面摩擦系数,干态下为0.53,湿态带水下为0.52,湿态带油下为0.52;根据ASTM D570标准测试吸水性,为0.3%;根据ASTM D573标准测试耐化学试剂性能,168h后重量变化为0.41%,尺寸变化为0.022%;根据IMO《2010年国际耐火试验程序应用规则》附件1第5部分测试阻燃性能,满足低播焰要求;根据IMO《2010年国际耐火试验程序应用规则》附件1第2部分测试烟密度和毒性,最大烟气比光密度平均值Dm为311,每一试验状态下烟气浓度不超过限值。以上材料性能测试结果表明,本甲板用耐磨防滑抗冲击材料可以满足大型船舶舱内重载甲板防护需求,并达到船用材料阻燃需求。
对比例
本对比例为美国某同类型产品的制备方法,具体步骤如下:
(1)将80重量份的超高分子量聚乙烯粉料、5重量份的炭黑加入到高速混料机中,搅拌速度设置为500rpm,充分混合均匀后过筛备用,将清洗干净的板材模具内均匀涂抹脱模剂,将15重量份的金刚砂平铺于模具底部,再将混合物料填充于模具,模压成型,得板材主体;
(2)将步骤(1)的板材主体固定于数控龙门铣床,将板材主体加工成预定尺寸后,在板材主体表面进行沉孔加工和板材主体底部进行流水槽加工,得到甲板用耐磨防滑抗冲击板材。
上述制备方法得到板材包括:板材主体、流水槽、紧固件沉孔和耐磨防滑层,其中,板材主体为2.0m×1.0m的长方体形状,厚度为75mm;流水槽位于板材主体的底部,为长方体形状,深度为38mm,宽度为38mm;紧固件沉孔均匀分布于板材主体的表面,密度为4个/m2;耐磨防滑层位于板材主体的顶部,厚度为7mm。
对该产品样品进行性能测试,其中,根据ASTM D696标准测试耐冲击强度,为500.4J/m;根据ASTM D621标准测试压缩永久变形,3.5Mpa下永久形变为5.0%;根据GB/T10006-2001标准测试表面摩擦系数,干态下为0.51,湿态带水下为0.51,湿态带油下为0.50;根据ASTM D570标准测试吸水性,为0.4%;根据ASTM D573标准测试耐化学试剂性能,168h后重量变化为0.52%,尺寸变化为0.037%;根据IMO《2010年国际耐火试验程序应用规则》附件1第5部分测试阻燃性能,无法满足低播焰要求;根据IMO《2010年国际耐火试验程序应用规则》附件1第2部分测试烟密度和毒性,最大烟气比光密度平均值Dm为512,每一试验状态下烟气浓度不超过限值。以上材料性能测试结果表明,该产品较本发明各项技术性能落后,无法满足船用材料的严苛阻燃标准。
以上对本发明的实施方式作了详细说明,但本发明不限于所描述的实施方式。对于本领域的技术人员而言,在不脱离本发明原理和精神的情况下,对这些实施方式进行多种变化、修改、替换和变型,仍落入本发明的保护范围内。
Claims (10)
3.根据权利要求1所述的甲板用耐磨防滑抗冲击材料,其特征在于,
所述超高分子量聚乙烯粉料的树脂黏均分子量为250~800万,粒径范围≤900μm。
4.根据权利要求1所述的甲板用耐磨防滑抗冲击材料,其特征在于,
所述无机增强填料为氢氧化镁、二硫化钼、二氧化硅和空心玻璃微珠中的一种或组合。
5.根据权利要求1所述的甲板用耐磨防滑抗冲击材料,其特征在于,
所述复配阻燃填料为聚磷酸铵、季戊四醇、三聚氰胺、红磷和膨胀石墨的组合;
优选地,以复配阻燃填料总重为100%计:聚磷酸铵10~15wt%,季戊四醇35~45wt%,三聚氰胺15~20wt%,红磷10~15wt%,膨胀石墨10~15wt%。
6.根据权利要求1所述的甲板用耐磨防滑抗冲击材料,其特征在于,
所述耐磨防滑骨料为石英砂、金刚砂和碳化硅颗粒中的一种或组合;和/或,
所述颜料为高色素炭黑、钛白粉和酞青蓝中的一种或组合。
7.一种如权利要求1~6任一所述的甲板用耐磨防滑抗冲击材料的制备方法,其特征在于,所述方法包括:
所述组分按所述用量混合后制得所述甲板用耐磨防滑抗冲击材料。
8.一种甲板用耐磨防滑抗冲击板材,其特征在于,由权利要求1~6任一所述的耐磨防滑抗冲击材料而制成。
9.根据权利要求8所述的甲板用耐磨防滑抗冲击板材,其特征在于,
所述板材包括板材主体、流水槽、紧固件沉孔和耐磨防滑层,所述流水槽设置于所述板材主体的底部,所述耐磨防滑层设置于所述板材主体的顶部,所述紧固件沉孔均匀分布于所述板材主体的表面;
优选地,
所述板材主体的厚度为30~100mm,所述流水槽的深度为10~50mm、宽度为10~50mm,所述耐磨防滑层的厚度为2~10mm,所述紧固件沉孔的密度为3-8个/m2。
10.根据权利要求8~9任一所述的甲板用耐磨防滑抗冲击板材的制备方法,其特征在于,包括以下步骤:
(1)将耐磨防滑骨料平铺于模具底部,再将甲板用耐磨防滑抗冲击材料填充于模具,模压成型后,交联形成板材主体;
(2)将板材主体加工成预定尺寸后,在板材主体表面进行沉孔加工和板材主体底部进行流水槽加工。
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